By Graeme Fletcher, Postmedia News

Originally published: June 14, 2012

SMALL

MEDIUM

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Berlin, Germany — The differences between the second- and third-generation Smart electric drive (ED, and, please, no Viagra jokes here!) are manifold. Along with a brighter visage, LED daytime running lights, state of charge/power usage gauges in place of the tachometer and clock and the ability to program the car through an iPhone app comes the most meaningful improvement — a much-needed boost in performance.

The second-gen model’s electric motor pushed a meager 41 horsepower, which brought an agonizingly slow run to 100 kilometres an hour — 23 seconds! The third generation and its new electric motor bumps the horsepower count to 74 and ups the torque output by seven pound-feet to 96. The increased urgency delivered by the new powertrain chops the run to the metric ton to 11.5 seconds! More importantly, it has much better zip when boogying about town — the electric drive runs from rest to 60 km/h in 4.8 seconds, which is 1.7 seconds faster than before!

The electric motor delivers its power in two stages. Under normal circumstances, it puts out 47 hp. However, if the driver pushes through the detent at the bottom of the accelerator pedal’s travel, the system goes into “kickdown” mode and delivers all 74 hp. The strategy is designed to conserve precious electrons under normal driving conditions yet give the driver the pep when it is actually needed. The difference the new powertrain makes to the overall driving experience is enormous — it proved to be more than capable of handling the cut and thrust of Berlin’s bustling streets.

Another of the driveability improvements is the inclusion of creep. In the previous car, the driver had to roll into the accelerator to get the Smart moving. This made it tough in stop-and-go traffic because the application had to be precise. The inclusion of creep now allows the driver to ease off the brake and edge forward in exactly the same manner as in a regular car with an automatic. It also eases the chore of backing the Smart into a tight spot.

All of the changes make for a very different driving experience. As peak torque turns up at Rev One, the fortwo electric drive feels surprisingly spry. In an urban setting, it works exceptionally well because it is more than capable of staying with the flow of traffic. It is also eerily quiet — the only real noise is the whirring that emanates from the electric motor. This could be an issue as pedestrians and cyclists alike are unaware of the Smart’s presence until they actually see it. The kicker is that a noise generator is an option — it should be standard.

Recharging the battery, itself completely new, is still an overnight affair (seven hours) using a 220-volt charger. Once fully charged, the Smart electric drive delivers a 145-km driving range. The charger is a must, as it takes between 14 and 17 hours to recharge the battery using a regular 110-volt outlet.

When the Smart is plugged in, there’s an iPhone app that allows the owner to — among a host of other things — set the charging parameters and pre-heat or pre-cool the cabin. The latter removes an unnecessary load from the battery. When the driver leaves in the morning, it is now only maintaining the interior temperature and not doing the initial heating or cooling.

When it comes to the ride and handling, the Smart electric drive again surprises. On the brief test route, it more than managed to hold its own amid the sea of beige taxis that swarm Berlin. The suspension keeps the amount of body roll well within acceptable limits and the electrically assisted steering delivers decent feedback — certainly better than most other all-electric systems. In the end, the handling and power increase means the Smart electric drive is more impish in its driving demeanour than its gasoline-powered sibling.

Of course, the electric version retains the regular car’s electronic stability/traction control system and anti-lock brakes. The latter do, however, operate differently. The first level of braking is done by the electric motor. The regenerative braking is used to charge the battery when on the road, which helps to sustain the driving range. If the driver needs more stopping power than the motor can provide on its own, the regular hydraulic system kicks in. Kudos for the brake pedal feel — it is far less artificial than that of many electric/hybrid vehicles.

The Smart fortwo electric drive really is an electric car without compromise. The fact it was initially envisioned as an electric car has eased its transition from gas to electric. Yes, it is around 150 kilograms heavier than its gas counterpart, but that’s the extent of it. A big part of the reason is the top speed is now capped at 125 km/h, which means highway driving is a very real possibility — the previous model was capped at 100 km/h. However, where the Smart electric drive really flourishes is in an urban environment. It is peppy, has the ability to turn on a dime and can be parked in impossibly tight spaces.

The Smart electric drive goes on sale in Canada in the spring of 2013. The Coupe will be priced at $26,990, while the Cabriolet commands $29,990 — both prices are subject to any provincial rebates offered.

Smart ebike

The Smart ebike eases the rider’s chore by helping to propel the bike at speeds up to 25 kilometres an hour using a 423-kWh battery and an electric motor. With a fully charged battery, the ebike delivers an assist range of 100 km. A rubber drive belt replaces the dreaded oily chain and it has a USB port, which allows a smartphone to be connected and used as a navigation system among other things. It also includes regenerative braking and several levels of rider assist. Being an avid fan of a sedentary lifestyle, I only ventured a short distance, but it worked to the point I could actually ride one … well, while dreaming perhaps. Down the road, there will be a Smart scooter — it looks like a thoroughly modern Vespa. All that’s needed is a greener Jimmy Cooper, the lead in Quadrophenia, a fishtail parka and you have an electric Mod.